Vehicle brake shoe key

ABSTRACT

A vehicle spring type brake shoe key for connecting a brake shoe to a brake head, wherein the brake shoe key includes a body or shank and a head integrally formed with the body or shank, and wherein the key has a reduced mass head, an alternative configuration head, a surface treatment, or two or more of these modifications that reduces the likelihood that the head will weaken and/or break off the body of the brake shoe key,

PRIORITY CLAIM

This patent application is a continuation of, claims priority to and thebenefit of U.S. patent application Ser. No. 15/405,950, filed on Jan.13, 2017, that claims priority to and the benefit of U.S. ProvisionalPatent Application No. 62/287,617, filed on Jan. 27, 2016, the entirecontents of both of which are incorporated herein by reference.

BACKGROUND

Conventional freight railroad cars in North America and other parts ofthe world typically include a car body and two spaced apart trucks. Thecar body or car body under frame typically includes two spaced apartcenter plates that respectively rest on and are rotatably or swivellyreceived by bolster bowls of the two trucks. The trucks rollinglysupport the car body along railroad tracks or rails. Each trucktypically has a three piece truck configuration that includes two spacedapart parallel side frames and a bolster. The side frames extend in thesame direction as the tracks or rails, and the bolster extendstransversely or laterally to the tracks or rails. The bolster extendslaterally through and between and is supported by the two spaced apartside frames. Each side frame typically defines a center opening andpedestal jaw openings on each side of the center opening. Each end ofeach bolster is typically supported by a spring group positioned in thecenter opening of the side frame and supported by the lower portion ofthe side frame that defines the center opening. Each truck alsotypically includes two axles that support the side frames, four wheels,and four roller bearing assemblies respectively mounted on the ends ofthe axles.

Each truck further includes a brake assembly that typically includes twobrake beam assemblies (i.e., one associated with each wheel and axleassembly) that are connected to brake rigging. Each brake beam assemblyis supported between the truck side frames to enable such brake beamassembly to be operated into and out of braking positions in relation tothe respective wheel and axle assembly. Each brake beam assembly has twospaced apart brake shoe assemblies (i.e., one associated with each wheelof the respective wheel and axle assembly). Each brake shoe assemblyincludes a brake head attached to the brake beam, a brake shoe, and aremovable brake shoe retaining key that attaches or connects the brakeshoe to the brake head. The known brake heads, brake shoes, and brakeshoe retaining keys are made in accordance with Association of AmericanRailroad (“AAR”) specifications pertaining to those particularcomponents. Brake shoes regularly wear out in service and are requiredto be replaced when worn to a specified extent.

Each brake shoe is detachably connected to the respective brake head bythe brake shoe key. The brake shoe key is removed to enable that brakeshoe to be replaced when worn or otherwise necessary. More specifically,the back of each brake shoe includes a center attaching lug thattypically includes a steel strap that forms a part of the keyway intowhich the brake shoe key is inserted. The brake head typically includesbrake head pads configured to be positioned on opposite sides of thecenter attaching lug of the brake shoe when the brake shoe is mounted tothe brake head.

Two types of brake shoe keys have been employed in the North Americanrailroad market. The first type of brake shoe key is the wedge type keythat is formed with a decreasing taper from the head end toward the footor leading end. The wedge type key is driven into a keyway provided bythe interfitting parts of the brake head and brake shoe to attach thebrake shoe to the brake head by a wedging effect. Such wedge type keysmay become loosened and allow relative movement between the brake shoeand the brake head. This is more likely to occur when the wedge type keyis formed from a malleable iron.

The second type of brake shoe key is the spring type key that is formedfrom spring steel. This type of brake shoe key is configured such thatit is under tension when it connects the brake shoe to the brake head.More particularly, this spring type brake shoe key is formed from asteel strip that has a width that enables it to fit tightly into thekeyway provided when the brake shoe is mounted on the brake head. Thethickness of the steel strip is sufficient to provide the requiredsturdiness of the brake shoe key when under tension in the keyway and isno thicker than the depth of the keyway.

While these spring type brake shoe keys are reasonably effective, it hasbeen found that the heads of certain spring type brake shoe keys tend tobreak off in certain circumstances. It is believed that these headsbreak off due to the relative vibration or movement of the brake headsrelative to the relative vibration or movement of the brake shoes. It isbelieved that the vibration or movements of these attached partsrelative to one another causes the head of the brake shoe key to undergocontinuous or substantial upward and downward bending forces when therailroad car moves or rolls along the tracks or rails, and that thecombination of these forces eventually leads to the weakening of thehead and can eventually cause the head to break off. The weakened headof the brake shoe key can also break off when a pry bar is employed tomove the brake shoe key out of its locking position by wedging the prybar between the head of the brake shoe key and the brake head.

Several problems are caused or potentially caused when the head of abrake shoe key breaks off. One problem or potential problem is that whenthe head breaks off, the brake shoe can become loose relative to thebrake head and move into a non-ideal position for engagement with theouter circumference of the wheel when the brakes are applied. Anotherproblem or potential problem is that when the head breaks off, the brakeshoe key can fall completely out of the keyway, which in turn causes thebrake shoe to no longer be securely connected to the brake head (andpossibly lost). This can also lead to the shoeless brake head contactingand potentially damaging the wheel during a brake application.

Another problem or potential problem arises for coal (or other material)carrying railroad cars that work with rotary dump systems where therailroad cars are turned upside-down to empty the coal (or othermaterials). In this case, gravity can cause a loose brake shoe key tobecome dislodged, which can cause the brake shoe key or the brake shoeto fall into the coal (or other material) deposit. This can createproblems and expense for material handlers (such as coal power plantoperators) in providing metal detectors to locate lost brake shoe keysor brake shoes in the coal deposit and for the removal of these brakeshoe keys or brake shoes. This is especially true where these lostcomponents represent potential damage to expensive equipment (such ascoal pulverizing machinery).

Accordingly, there is a need in the railroad industry to solve theseproblems.

SUMMARY

Various embodiments of the present disclosure provide a new railroad carbrake shoe key that minimizes or solves the above problems. Morespecifically, the present disclosure provides a modified spring typebrake shoe key with an alternative head mass and/or configuration thatreduces the likelihood that the head of the brake shoe key will weakenor break off, all without incurring any substantial increase in cost ofthe brake shoe key and without adversely affecting the ability of thebrake shoe key to lock the brake shoe in tight relationship to the brakehead.

In various embodiments, the spring type brake shoe key of the presentdisclosure includes a reduced mass head that reduces the likelihood thatthe head of the brake shoe key will weaken or break off.

In various embodiments, the spring type brake shoe key of the presentdisclosure includes an alternatively configured head that reduces thelikelihood that the head of the brake shoe key will weaken or break off.

In various embodiments, the spring type brake shoe key of the presentdisclosure includes a reduced mass head and an alternatively configuredhead that in combination reduces the likelihood that the head of thebrake shoe key will weaken or break off.

In various embodiments, the spring type brake shoe key of the presentdisclosure includes an altered surface property that inhibits theinitiation of fatigue cracks in the head and thus reduces the likelihoodthat the head of the brake shoe key will break off.

In various embodiments, the altered surface property modification can becombined with one or more of the reduced mass head feature and thealternatively configured head to reduce the likelihood that the head ofthe brake shoe key will weaken or break off.

Other objects, features, and advantages of the present disclosure willbe apparent from the following detailed disclosure, taken in conjunctionwith the accompanying sheets of drawings, wherein like referencenumerals refer to like parts.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a side view of a conventional freight railroad car positionedon conventional railroad tracks or rails.

FIG. 2 is an exploded top front perspective view of a known brake head,a known brake shoe, and a known brake shoe key for a conventionalfreight railroad car such as the railroad car of FIG. 1.

FIG. 3 is an exploded top rear perspective view of the known brake head,the known brake shoe, and the known brake shoe key of FIG. 2.

FIG. 4 is a cross-sectional side view of the known brake head, the knownbrake shoe, and the known brake shoe key of FIG. 2 in an assembledposition where the brake shoe key is attaching the brake shoe to thebrake head.

FIG. 5A is a fragmentary top perspective view of the known brake shoekey of FIG. 2 where the head has a defined length.

FIGS. 5B and 5C are fragmentary top perspective views of alternativebrake shoe keys of various embodiments of the present disclosure wherethe heads are made shorter to reduce the mass of the heads.

FIG. 6A is a top view of the known brake shoe key of FIG. 2 where thehead has a defined length.

FIGS. 6B and 6C are top views of the alternative brake shoe keys ofFIGS. 5B and 5C where the heads are made shorter to reduce the mass ofthe heads.

FIG. 7A is a fragmentary side view of the known brake shoe key of FIG. 2where the head has a defined length.

FIGS. 7B and 7C are fragmentary side views of the alternative brake shoekeys of FIGS. 5B and 5C where the heads are made shorter to reduce themass of the heads.

FIG. 8A is a fragmentary top perspective view of the known brake shoekey of FIG. 2 where the head has a defined width.

FIGS. 8B and 8C are fragmentary top perspective views of the alternativebrake shoe keys of various embodiments of the present disclosure wherethe heads are made narrower or with a taper to reduce the mass of theheads.

FIG. 9A is a top view of the known brake shoe key of FIG. 2 where thehead has a defined width.

FIGS. 9B and 9C are top views of the alternative brake shoe keys ofFIGS. 8B and 8C where the heads are made narrower or with a taper toreduce the mass of the heads.

FIG. 10A is a fragmentary side view of the known brake shoe key of FIG.2 where the head has a defined width.

FIGS. 10B and 10C are fragmentary side views of the alternative brakeshoe keys of FIGS. 8B and 8C where the heads are made narrower or with ataper to reduce the mass of the heads.

FIG. 11A is a fragmentary top perspective view of the known brake shoekey of FIG. 2 where the corner of the head has a defined uniformconfiguration.

FIGS. 11B and 11C are fragmentary top perspective views of thealternative brake shoe keys of various embodiments of the presentdisclosure where the corners of the heads are made with a non-uniformalternative configuration.

FIG. 12A is a top view of the known brake shoe key of FIG. 2 where thecorner of the head has a defined uniform configuration.

FIGS. 12B and 12C are top views of the alternative brake shoe keys ofFIGS. 11B and 11C where the corners of the heads are made with analternative non-uniform configuration.

FIG. 13A is a fragmentary side view of the known brake shoe key of FIG.2A where the corner of the head has a defined uniform configuration.

FIGS. 13B and 13C are fragmentary side views of the alternative brakeshoe keys of FIGS. 11B and 11C where the corners of the heads are madewith an alternative non-uniform configuration.

FIG. 14 is a front perspective view of a further alternative railroadcar brake shoe key of the present disclosure where the corner or cornersection of the head is made with an alternative non-uniformconfiguration.

FIG. 15 is a rear perspective view of the brake shoe key of FIG. 14.

FIG. 16 is a front view of the brake shoe key of FIG. 14.

FIG. 17 is a rear view of the brake shoe key of FIG. 14.

FIG. 18 is a left side view of the brake shoe key of FIG. 14.

FIG. 19 is an enlarged top view of the brake shoe key of FIG. 14.

FIG. 20 is an enlarged bottom view of the brake shoe key of FIG. 14.

FIG. 21 is an enlarged fragmentary left side view of an upper portion ofthe brake shoe key of FIG. 14.

FIG. 22 is an enlarged fragmentary front view of an upper portion of thebrake shoe key of FIG. 14.

FIG. 23 is an enlarged fragmentary rear view of an upper portion of thebrake shoe key of FIG. 14.

DETAILED DESCRIPTION

Referring now to the drawings and particularly to FIG. 1, a conventionalrailroad car truck 20 is illustrated with respect to a conventionalfreight railroad car 10 configured to roll along conventional railroadtracks or rails 5.

Referring now to FIGS. 2, 3, and 4, a known brake head 100, a knownbrake shoe 200, and a known brake shoe key 300 are generallyillustrated.

This illustrated known brake shoe 200 generally includes a brake shoepad attached to a brake shoe pad backing member or support. The brakepad shoe backing member or support includes a rearwardly extending lugthat defines a keyway configured to receive the brake shoe key 300.

This illustrated known brake head 100 generally includes a body thatdefines a slot for receiving the rearwardly extending lug 250 of the padbacking member or support of the brake shoe 200.

This illustrated known brake shoe key 300 generally includes a body orshank 310 and a head 350 that are formed from a flat strip of springmetal having a generally arcuate, curved, or curvilinear profile.

The body or shank 310 includes a first generally straight section 312integrally connected to the head 350 at one end. The straight section312 is formed with a stiffening groove 314. The end of brake shoe key300 having the head 350 is often referred to as the top of the brakeshoe key. The body or shank 310 further includes a first arcuate section316 integrally connected to the end of the straight section 312 oppositethe head 350. The body or shank 310 further includes a second generallystraight section 318 integrally connected to the first arcuate section316 at one end and integrally connected to an offset notch 322 at theopposite end. The body or shank 310 further includes a second somewhatbowed or arcuate section 326 integrally connected to the notch 322 atone end and integrally connected to a tapered locking section 328 at theopposite end. The opposing faces of the tapered locking section 328 atthe bottom of the body or shank 312 are formed with serrations or aseries of sinuous bends that provide a plurality of end notchesengageable with an adjacent end edge of the brake head when assembled.Thus, it should be appreciated that the body or shank 312 is generallycurved or arched to provide a spring or biasing effect.

The head 350 of brake shoe key 300 includes a stop leg 354 that extendstransversely from the body or shank 312 at an acute angle generally lessthan 90 degrees such as at an angle of approximately 82 degrees. Thehead 350 of brake shoe key 300 further includes a corner or cornersection 360 that is integrally connected to the stop leg 354 andintegrally connected to the first straight section 312.

As is well known in the railroad industry, and as generally illustratedin FIGS. 2, 3, and 4, this illustrated known brake shoe key 300 isconfigured to firmly hold the brake shoe 200 to the brake head 100 undertension of the spring load created by the brake shoe key being flexed orbent when driven into its locking position as generally shown in FIG. 4.This spring tension of the locking key 300 substantially limits theamount of play or movement between the brake head 100 and the brake shoe200. However, as discussed above, it is believed that in certaincircumstances there is still relative vibration of the brake head 200and the brake shoe 100, and it is believed that in certain circumstancesthere is still relative movement of the brake head 200 to the brake shoe100 when the brake shoe key 300 couples these components. It is alsobelieved that this vibration and/or movement causes the head 350 of thebrake shoe key 300 to undergo upward and downward bending forces, andthat the combination of these forces eventually leads to the weakeningof the head 350 and eventually causes the head 350 to break off incertain circumstances.

The present disclosure addresses these issues in certain embodiments byreducing the mass of the head and particularly the mass of the stop leg354, the mass of the corner or corner section 360, or the mass of both.The mass of the head can be reduced in various different manners inaccordance with the present disclosure as discussed below. By reducingthe mass of the head, the force exerted on the corner or corner section360 during such vibration or movements is reduced, and thus theweakening of the corner or corner section 360 is reduced. The reductionof mass causes a reduction of the vibrational energy that the materialof the corner would otherwise be subjected too, and it is thisvibrational energy that tends to weaken the corner or corner section. Inother words, reducing the mass reduces the stresses to a level below theendurance limit of the material of the corner or corner section. If thecorner or corner section 360 is not weakened as much, the head 350 isless likely to break off.

In other embodiments, the present disclosure addresses these issues bychanging the configuration of the corner or corner section 360, therebymaking the corner or corner section 360 stronger. By making the corneror corner section stronger, the force exerted on the corner or cornersection 360 during such vibration or movements does not weaken thecorner or corner section 360 as much, and the head 350 is less likely tobreak off.

In other embodiments, the present disclosure addresses these issues byreducing the mass of the head 350 and changing the configuration of thecorner or corner section 360. By reducing the mass of the head 350 incombination with making the corner or corner section stronger, the forceexerted on the corner or corner section 360 during such vibration ormovements does not weaken the corner or corner section 360 as much, andthe head 350 is less likely to break off.

In other embodiments, the present disclosure addresses these issues byaltering the surface property of the entire brake shoe key or the headof the brake shoe key to inhibit the initiation of fatigue cracks in thehead and thus reduce the likelihood that the head of the brake shoe keywill break off.

In various embodiments, the present disclosure addresses these issues byaltering the surface property and providing one or more of the reducedmass head features or alternative head configuration to reduce thelikelihood that the head of the brake shoe key will weaken or break off.

More specifically, turning now to FIGS. 5A, 5B, 5C, 6A, 6B, 6C, 7A, 7B,and 7C, two examples embodiments of the present disclosure having areduced head mass are generally illustrated in FIGS. 5B, 5C, 6B, 6C, 7B,and 7C,

FIGS. 5A, 6A, and 7A illustrate a known brake shoe key where the head350A has a defined length L that is approximately 2 inches (i.e., thedistance from the end of the corner section 360A to the free end of thestop leg 354A).

FIGS. 5B, 6B, and 7B illustrate one example of the brake shoe key of thepresent disclosure where the head 350B has a shorter defined length L-Ythat is approximately 1.75 inches (i.e., a shorter distance from the endof the corner section 360B to the free end of the stop leg 354B), butthe same width and height as head 350A. By making the stop leg 354Bshorter, the stop leg 354B and thus the head 350B have less mass and arethus subject to less weakening.

FIGS. 5C, 6C, and 7C illustrate another example of the brake shoe key ofthe present disclosure where the head 350C has an even shorter definedlength L-Z that is approximately 1.5 inches (i.e., an even shorterdistance from the end of the corner section 360C to the free end of thestop leg 354C), but the same width and height as head 350A. By makingthe stop leg 354C even shorter, the stop leg 354C and thus the head 350Bhave even less mass and are thus subject to even less weakening.

It should be appreciated that the mass reduction of the head provided bythe present disclosure can be accomplished in many different forms ormanners and that the examples provided herein are not meant to belimiting.

Turning now to FIGS. 8A, 8B, 8C, 9A, 9B, 9C, 10A, 10B, and 10C, twofurther example embodiments of the present disclosure having a reducedhead mass are generally illustrated in FIGS. 8B, 8C, 9B, 9C, 10B, and10C.

FIGS. 8A, 9A, and 10A illustrate a known brake shoe key where the head350A has a defined width W that is approximately ¾ inches (i.e., thedistance from one side of the stop leg 354A to the other side of thestop leg 354A).

FIGS. 8B, 9B, and 10B illustrate one example of the brake shoe key ofthe present disclosure where the head 350D has a partial tapered widththat has a first width W-YA that is approximately ¾ inches and tapers toa second narrower width W-YZ that is approximately ½ inch, but the samelength and height as head 350A. By making the stop leg 354D partiallytapered, the stop leg 354D and thus the head 350D have less mass and arethus subject to less weakening.

FIGS. 8C, 9C, and 10C illustrate another example of the brake shoe keyof the present disclosure where the head 350E has a fully tapered widththat has a first width in W-XA that is approximately ¾ inches and tapersto a second narrower width W-XZ that is approximately ¼ inch, but thesame length and height as head 350A. By making the stop leg 354E fullytapered, the stop leg 354E and thus the head 350E has less mass and isthus subject to less weakening.

In other example embodiments, one or more holes, slots, cutouts, oropenings (not shown) are formed in the stop leg of the brake shoe key ofthe present disclosure to reduce mass of the head. In further exampleembodiments, the mass of the corner or corner section of the head mayalso be reduced.

Turning now to FIGS. 11A, 11B, 11C, 12A, 12B, 12C, 13A, 13B, and 13C,two further examples embodiments of the present disclosure having analternative configuration head are generally illustrated in FIGS. 11B,11C, 12B, 12C, 13B, and 13C.

FIGS. 11A, 12A, and 13A illustrate a known brake shoe key where the head350A has a uniform corner configuration, and specifically a corner orcorner section 360A with a uniform thickness or height H that isapproximately 3/16 inches, a uniform length L that is approximately 2inches, and a uniform width W that is approximately ¾ inches.

FIGS. 11B, 12B, and 12B illustrate one example of the brake shoe key ofthe present disclosure where the head 350F has an alternative corner orcorner section configuration, and specifically a corner or cornersection 360F with a non-uniform thickness that is approximately ¼ inch(at its thickest area or cross section), a length that is approximately2 inches, and a non-uniform width that is hourglass shaped andapproximately ⅝ inches (at its thinnest area or cross section). Bymaking the corner 360B with this alternative configuration, the head350F is subject to less weakening.

FIGS. 11C, 12C, and 13C illustrate another example of the brake shoe keyof the present disclosure where the head 350G has an alternative corneror corner section configuration, and specifically a corner or cornersection 360G with a non-uniform thickness or height that isapproximately 5/16 inches (at its thickest area or cross section), alength that is approximately 2 inches, and a non-uniform width that ishourglass shaped and approximately ½ inch (at its thinnest area or crosssection). By making the corner 360B with this alternative configuration,the head 350G is subject to less weakening.

It should be appreciated that increasing the cross-section's moment ofinertia decreases the stress that would be caused by a given amount offorce or vibrational input. Thus, in these example embodiments, thewidth is generally narrowed and the thickness is generally increased toprovide more strength to the corner or corner section of the head.

Turning now to FIGS. 14, 15, 16, 17, 18, 19, 20, 21, 22, and 23, anotherfurther example embodiment of the present disclosure having analternative configured head is generally shown.

In this alternative example embodiment of the brake shoe key of thepresent disclosure, the head 350H has an alternative corner or cornersection configuration, and specifically a corner or corner section 360Hwith portions or areas that have a non-uniform thickness and anon-uniform width. In this illustrated example embodiment, the widththat has a generally hourglass shape. Like the embodiments of FIGS. 11Band 11C described above, by making the corner or corner section 360Hwith this alternative configuration, the head 350H is stronger andsubject to less weakening. More specifically, the width is narrowed andthe thickness is increased to provide more strength to the corner orcorner section of this head. As indicated above, increasing thecross-section's moment of inertia decreases the stress that would becaused by a given amount of force or vibrational input.

More specifically, this illustrated example brake shoe key 300H has abody or shank 310H including a first generally straight section 312Hintegrally connected to the head 350H at one end. The straight section312H is not formed with a stiffening groove in this illustrated exampleembodiment, but may include one or more stiffening grooves in otherembodiments. The body or shank 310H further includes a first arcuatesection 316H integrally connected to the end of the straight section312H opposite the head 350H. The body or shank 310H further includes asecond generally straight section 318H integrally connected to the firstarcuate section 316H at one end and integrally connected to an offsetnotch 322H at the opposite end. The body or shank 310H further includesa second somewhat bowed or arcuate section 326H integrally connected tothe notch 322H at one end and integrally connected to a tapered lockingsection 328H at the opposite end. The opposing faces of the taperedlocking section 328H at the bottom of the body or shank 310H are formedwith serrations or a series of sinuous bends that provide a plurality ofend notches engageable with an adjacent end edge of the brake head whenassembled. Thus, it should be appreciated that the body or shank 310H isgenerally curved or arched to provide a spring or biasing effect. Thehead 350H of brake shoe key 300H includes a stop leg 354H that extendstransversely from the body or shank 310H at an acute angle (i.e.,generally less than 90 degrees) such as at an angle of approximately 82degrees. The head 350H of brake shoe key 300H further includes a corneror corner section 360H that is integrally connected to the stop leg 354Hand integrally connected to the first straight section 312H as furtherdescribed below.

The corner or corner section 360H in this illustrated example embodimentincludes: (a) a first portion or area 362H integrally connected to thefirst generally straight section 312H; (b) a second portion or area 364Hintegrally connected to the stop leg 354H; and (c) a third portion orarea 366H integrally connected to each of (and connecting each of) thefirst portion or area 362H and the second portion or area 364H.

The first portion or area 362H has a non-uniform gradually increasingthickness from the first generally straight section 312H to the thirdportion or area 366H in this illustrated example embodiment. Saiddifferently, the first portion or area 362H has a non-uniform graduallydecreasing thickness from the third portion or area 366H to thegenerally straight section 312H in this illustrated example embodiment.Each of the thicknesses of first portion or area 362H is greater thanthe thickness of the first generally straight section 312H, of the otherportions or areas of the body 310H, and of the stop leg 354H in thisillustrated example embodiment. It should be appreciated that in thisembodiment and the other embodiments disclosed herein, the thickness ismeasured from the front or inner surface to the rear or outer surface.It should also be appreciated that in this illustrated exampleembodiment, the body (including the first generally straight section312H) has a 3/16 inch thickness. It should also be appreciated that inthis illustrated example embodiment, the stop leg 354H has a 3/16 inchthickness.

The first portion or area 362H has a non-uniform gradually decreasingwidth from the first generally straight section 312H to the thirdportion or area 366H in this illustrated example embodiment. Saiddifferently, the first portion or area 362H has a non-uniform graduallyincreasing width from the third portion or area 366H to the generallystraight section 312H in this illustrated example embodiment. Each ofthe widths of first portion or area 362H is less than the width of thefirst generally straight section 312H, of the other portions or areas ofthe body 310H, and of the stop leg 354H in this illustrated exampleembodiment. It should be appreciated that in this embodiment and theother embodiments disclosed herein, the width is measured from the leftside surface to the right side surface. It should also be appreciatedthat in this illustrated example embodiment, the body (including thefirst generally straight section 312H) has a ¾ inch width. It shouldalso be appreciated that in this illustrated example embodiment, thestop leg 354H has a ¾ inch width.

The second portion or area 364H has a non-uniform gradually increasingthickness from the stop leg 354H to the third portion or area 366H inthis illustrated example embodiment. Said differently, the secondportion or area 364H has a non-uniform gradually decreasing thicknessfrom the third portion or area 366H to the stop leg 354H in thisillustrated example embodiment. Each of the thicknesses of secondportion or area 364H is greater than the thickness of the firstgenerally straight section 312H, of the other portions or areas of thebody 310H, and of the stop leg 354H in this illustrated exampleembodiment.

The second portion or area 364H has a non-uniform gradually decreasingwidth from the stop leg 354H to the third portion or area 366H in thisillustrated example embodiment. Said differently, the second portion orarea 364H has a non-uniform gradually increasing width from the thirdportion or area 366H to the stop leg 354H in this illustrated exampleembodiment. Each of the widths of second portion or area 364H is lessthan the width of the first generally straight section 312H, of theother portions or areas of the body 310H, and of the stop leg 354H inthis illustrated example embodiment.

The third portion or area 366H which connects the first portion or area362H to the second portion or area 364H has a constant thickness fromthe first portion or area 362H to the second portion or area 364H inthis illustrated example embodiment.

The third portion or area 366H has a constant width from the firstportion or area 362H to the second portion or area 364H in thisillustrated example embodiment.

It should be appreciated that in other embodiments, part of the thirdportion or area 366H extending from the first portion or area 362H canhave an increasing thickness and a decreasing width. It should also beappreciated that in other embodiments, part of the third portion or area366H extending from the stop leg 354H can have an increasing thicknessand a decreasing width.

In this illustrated example embodiment, the second portion or area 364Hat least partially extends at a transverse angle to and specifically atan acute angle to the first portion or area 362H. In this illustratedexample embodiment, the first portion or area 362H, the second portionor area 364H, and the third portion or area 366H provide the transition,radius, curvature, or change of direction from the first portion or area362H to the third portion or area 366H. In other embodiments, the thirdportion or area 366H provides the transition, radius, curvature, orchange of direction from the first portion or area 362H to the thirdportion or area 366H. In other embodiments, the first portion or area362H and the third portion or area 366H provide the transition, radius,curvature, or change of direction from the first portion or area 362H tothe third portion or area 366H. In other embodiments, the second portionor area 364H and the third portion or area 366H provide the transition,radius, curvature, or change of direction from the first portion or area362H to the third portion or area 366H.

In this illustrated example embodiment, the first portion or area 362H,the second portion or area 364H, and the third portion or area 366H havea generally hourglass shape or width.

In this illustrated example embodiment, the first portion or area 362H,the second portion or area 364H, and the third portion or area 366H havea slightly concave front or inner surface. In certain embodiments, thistransverse curvature along the width of the key is formed during thepost forging bending process which forms the corner or corner section360H discussed below.

In this illustrated example embodiment, the first portion or area 362H,the second portion or area 364H, and the third portion or area 366H havea slightly convex rear or outer surface. In certain embodiments, thistransverse curvature along the width of the key is formed during thepost forging bending process which forms the corner or corner section360H discussed below.

In this illustrated example embodiment, the stop leg 354H includes anoutwardly extending lip. This lip is formed during the forging processdescribed below. In other embodiments, the stop leg does not includethis lip.

In various embodiments, this brake shoe key 300H is made by suitablyforging the body 310H and the head 350H from a round steel rod or stock(not shown), and then bending the head 350H to form the corner or cornersection. In various embodiments, the round steel rod or stock has a 7/16inch diameter. It should be appreciated that the forging process willinclude a plurality of dies and sequential impressions that flatten theround steel rod or stock to produce the minor curved features and toprovide for the different thicknesses of the corner or corner section360H. It should be appreciated that the manufacturing process willfurther include bending the rod or stock to produce the curvature of thecorner or corner section 360H.

In other embodiments, the corner of the brake shoe key undergoes ashot-peening process. This reduces any surface micro-cracking that maybe present and induces a state of compression in the skin-layer of metalthat counteracts the strain due to bending.

It should be appreciated from the above, that in various embodiments,the railroad car brake shoe key of the present disclosure thus includesa body including: (a) a first generally straight section formed with astrengthening groove, (b) a first arcuate section integrally connectedto the first generally straight section, (c) a second generally straightsection integrally connected to the first arcuate section, (d) an offsetnotch integrally connected to the second generally straight section, (e)a second arcuate section integrally connected to the offset notch, and(f) a tapered locking section integrally connected to the second arcuatesection, the tapered locking section formed with a series of sinuousbends that provide a plurality of end notches engageable with anadjacent end edge of a brake head; and a head including: (a) a cornersection integrally connected to the first generally straight section,and (b) a reduced mass stop leg integrally connected to the straightsection.

It should also be appreciated from the above, that in variousembodiments, the railroad car brake shoe key of the present disclosurethus includes a body including: (a) a first generally straight sectionformed with a strengthening groove, (b) a first arcuate sectionintegrally connected to the first generally straight section, (c) asecond generally straight section integrally connected to the firstarcuate section, (d) an offset notch integrally connected to the secondgenerally straight section, (e) a second arcuate section integrallyconnected to the offset notch, and (f) a tapered locking sectionintegrally connected to the second arcuate section, the tapered lockingsection formed with a series of sinuous bends that provide a pluralityof end notches engageable with an adjacent end edge of a brake head; anda head including: (a) a corner section integrally connected to the firstgenerally straight section, the corner section having one or moreportions with thicknesses greater than the thickness of the body orparts thereof, and (b) a stop leg integrally connected to the straightsection.

It should further be appreciated that two or more different massreducing features, alternative configurations, or surface treatments ofthe present disclosure can be combined in various alternativeembodiments of the present disclosure.

It should further be appreciated that one or more of the multipledifferent mass reducing features or alternative configurations of thestop leg of the present disclosure can be combined with one or more ofthe corner alternative configurations in various alternative embodimentsof the present disclosure.

It should further be appreciated that the head reducing features andalternative configurations can be employed in any suitable spring typebrake shoe key and with other suitable enhancements or changes to knownbrake shoe keys.

It will be understood that modifications and variations may be effectedwithout departing from the scope of the novel concepts of the presentinvention, and it is understood that this application is to be limitedonly by the scope of the claims.

The invention is claimed as follows:
 1. A vehicle brake shoe key,comprising: a body including a plurality of integrally connectedsections including a generally straight section; and a head including: acorner section integrally connected to the generally straight section,the corner section having a first area with a thickness greater than thethickness of the generally straight section, and the corner sectionhaving a width that is hourglass shaped, and a stop leg integrallyconnected to the corner section.
 2. The vehicle brake shoe key of claim1, wherein the generally straight section is formed with a strengtheninggroove.
 3. The vehicle brake shoe key of claim 1, wherein the width ofthe first area of the corner section is less than the width of thegenerally straight section.
 4. The vehicle brake shoe key of claim 3,wherein the first area of the corner section has a thickness that isapproximately ¼ inch and a width that is approximately ⅝ inches.
 5. Thevehicle brake shoe key of claim 1, wherein the corner section has anon-uniform thickness.
 6. The vehicle brake shoe key of claim 1, whereinthe first area has a slightly concave inner surface.
 7. The vehiclebrake shoe key of claim 1, wherein the first area has a slightly convexouter surface.
 8. A vehicle brake shoe key, comprising: a body includinga plurality of integrally connected sections including a generallystraight section; and a head including: a corner section integrallyconnected to the generally straight section, the corner section having aplurality of areas each having different thicknesses and wherein saidthicknesses are greater than the thickness of the generally straightsection, and the corner section having a width that is hourglass shaped,and a stop leg integrally connected to the corner section.
 9. Thevehicle brake shoe key of claim 8, wherein the generally straightsection is formed with a strengthening groove.
 10. The vehicle brakeshoe key of claim 8, wherein the widths of the plurality of areas of thecorner section are each less than the width of the generally straightsection.
 11. The vehicle brake shoe key of claim 8, wherein each of theplurality of areas has a slightly concave inner surface.
 12. The vehiclebrake shoe key of claim 8, wherein each of the plurality of areas has aslightly convex outer surface.
 13. A vehicle brake shoe key, comprising:a body including a plurality of integrally connected sections includinga generally straight section; and a head including: a stop leg, and acorner section integrally connected to the generally straight sectionand the stop leg, the corner section having: (i) a first area withgradually increasing thicknesses that are each greater than thethickness of the generally straight section; and (ii) a second area withgradually increasing thicknesses that are each greater than thethickness of the stop leg, wherein the first area has graduallydecreasing widths that are less than the width of the generally straightsection, and wherein the second area has gradually decreasing widthsthat are each less than the width of the stop leg.
 14. The vehicle brakeshoe key of claim 13, wherein the generally straight section is formedwith a strengthening groove.
 15. The vehicle brake shoe key of claim 13,wherein the first area and the second area each have a slightly concaveinner surface.
 16. The vehicle brake shoe key of claim 13, wherein thefirst area and the second area each have a slightly convex outersurface.
 17. A vehicle brake shoe key, comprising: a body including aplurality of integrally connected sections including a generallystraight section; and a head including: a stop leg; and a corner sectionincluding: (i) a first portion integrally connected to the generallystraight section; (ii) a second portion integrally connected to the stopleg; and (iii) a third portion integrally connected to each of the firstportion and the second portion, wherein the first portion has anon-uniform gradually increasing thickness from the generally straightsection to the third portion, wherein the second portion has anon-uniform gradually increasing thickness from the stop leg to thethird portion, and wherein the second portion has a non-uniformgradually decreasing width from the stop leg to the third portion. 18.The vehicle brake shoe key of claim 17, wherein the generally straightsection is formed with a strengthening groove.
 19. The vehicle brakeshoe key of claim 17, wherein the first portion has a non-uniformgradually decreasing width from the generally straight section to thethird portion.
 20. The vehicle brake shoe key of claim 17, wherein thethird portion has a constant thickness from the first portion to thesecond portion.
 21. The vehicle brake shoe key of claim 20, wherein thethird portion has a constant width from the first portion to the secondportion.
 22. The vehicle brake shoe key of claim 17, wherein the secondportion extends at an acute angle to the first portion.
 23. The vehiclebrake shoe key of claim 17, wherein the first portion, the secondportion, and the third portion each have a slightly concave innersurface.
 24. The vehicle brake shoe key of claim 17, wherein the firstportion, the second portion, and the third portion each have a slightlyconvex outer surface.
 25. A vehicle brake shoe key, comprising: a bodyincluding a plurality of integrally connected sections including agenerally straight section; and a head including: a stop leg; and acorner section including: (i) a first portion integrally connected tothe generally straight section; (ii) a second portion integrallyconnected to the stop leg; and (iii) a third portion integrallyconnected to each of the first portion and the second portion, whereinfirst portion has a non-uniform gradually increasing thickness from thegenerally straight section to the third portion, wherein the secondportion has a non-uniform gradually increasing thickness from the stopleg to the third portion, and wherein the first portion, the secondportion, and the third portion each have a slightly concave innersurface.